JPS6185263A - Monorail cart - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] ty) Summary A new passenger trolley is connected between the power vehicle and the loading truck of a single-rail transport vehicle.

A passenger trolley is a trolley on which a person sits and transports a single-track transport vehicle. It features a seat and has a handbrake. The passenger trolley must be easy to operate and have excellent safety. For this reason, the passenger trolley is supported by a chassis that can be turned left and right, and the front end is supported by a short connecting rod.
It is connected to the rear end of the motor vehicle in a state where vertical displacement is not possible. Since the distance between the passenger trolley and the power vehicle is shortened, it becomes easier to reach the control lever of the power vehicle, improving operability.

Since the main body of the passenger trolley is supported by both the power vehicle and the passenger trolley frame, vertical movement is prevented and stability is increased.

Furthermore, the load of the front half of the truck is supported by the passenger truck. The chassis on the front half of the truck is omitted. This way, the cost will be reduced by the amount of the vehicle rack. Also, since it will be a light meal, an engine with low horsepower may be sufficient. It also saves fuel.

If a constant speed brake is further added to the passenger trolley, the safety of the vehicle when dismounting the vehicle will be further improved.

(b) Technical field Single-gauge transport vehicles are installed in hilly areas such as mandarin orange orchards and are used to transport agricultural products, fertilizers, etc. There is only one rail, so it is easy to install. Since it is equipped with a drive mechanism in which a rack and pinion are engaged, it can easily go up or down steep slopes.

A single-rail transport vehicle is made up of a power vehicle and a truck connected together. A power vehicle includes a power transmission system such as an engine, a reduction gear, and a pinion, and a braking system. Braking systems often include a normal stop brake, a constant speed brake, and an emergency stop brake.

A normal stop brake applies the brakes when the brake rod collides with a hit rod placed on the side of the rail. The brake lever is sometimes moved by hand.

The trolley only has a running function and has no power or braking mechanism. All luggage will be transported on trolleys.

Single-track transport vehicles are not allowed to be ridden by humans. This is because it is dangerous. Also, there is no space created for people to ride.

Since there are no humans on board, the powered vehicles run unmanned from the beginning to the end of the laid rails.

At the starting point, one worker loads or unloads the load, unlocks the stop brake, and pulls hard on the engine starting wire to start the engine and start the motor vehicle.

The transport vehicle runs unmanned on rails. At the end point (the point where the train should stop), a brake rod is placed on the ground near the rail. When the single-rail transport vehicle reaches this point, the brake rod collides with the brake rod, causing the brake rod to rotate. This activates the pre-key. The transport vehicle stops.

The other worker at the end of the line unloads or loads the load, switches gears in the opposite direction, and starts the engine again.

In this way, single-gauge transport vehicles generally run unmanned.

However, one worker must be on standby at each end of the rail. The number of people engaged in agricultural work is decreasing, and it is difficult to always have two people working on a single-track transport vehicle.

Therefore, the following method is used as an expedient.

One person does all the work. Single-rail transportation at the starting point (
They start up the truck and walk with the transport vehicle to the terminal, where the loading and unloading work takes place. In other words, one person is always moving along with the single-rail transport vehicle.

The law stipulates that no humans are allowed to ride in single-gauge transport vehicles. However, since single-track vehicles run faster than walking speed, it is difficult to follow them. Moreover, there are many slopes, making it difficult to walk in some places.

Therefore, in reality, workers move on foot (instead of
They often travel on single-track transport vehicles.

Single-track transport vehicles were not originally designed to be ridden by humans, so they are often dangerous. You may fall and get injured. It is not necessarily safe to ride on the slight surface of the loading platform.

The Ministry of Agriculture, Forestry and Fisheries also reportedly intends to permit passenger mole rail.

In fact, there are many people who ride single-gauge transport vehicles, and they cannot do agricultural work without riding, so it is unrealistic to ban them from riding. It is said that it is prohibited to ride on a bicycle because it is dangerous, but on the contrary, it would be better to create something that is technologically perfect so that it can be ridden safely.

Since people still ride them today, they should make something that they can ride with peace of mind.

For this reason, the Ministry of Agriculture, Forestry and Fisheries also seems to be planning to ease restrictions.

(1) Prior art and its problems Since it was forbidden for people to ride on single-gauge transport vehicles, there are no single-gauge transport vehicles that are widely known and used by the public. For this reason, there is little technical accumulation.

Although it is just an idea,
No. (released on February 19, 1977), Japanese Patent Publication No. 1983-222
No. 13 (released on February 19, 1977) connects a seated car for people to ride between the power car of a single-gauge transport vehicle and a trolley (baggage car).

In the former, the seats and the trolley are separate. The latter had a new seat built at the front of the bogie.

Both have two independent brake systems. Even if one brake fails, the other brake can stop the vehicle, which prevents the vehicle from running out of control on steep slopes. In fact, when it comes to single-track transport vehicles running on steep slopes,
Measures to prevent runaway behavior are extremely important.

Single track transport vehicles are used on sloped areas. It often reaches an angle of inclination of 80° to the horizon, and sometimes even as much as 45°.

However, in these inventions, the passenger trolley is quite far away from the motive vehicle in front. There are two handles directly in front of the driver that apply the two systems of brakes.

The steering wheel gets in the way and the power vehicle is far away, so it is not possible to easily operate the levers of the power vehicle.In the case of the single-rail transport vehicle manufactured by the present inventor, the transmission switching lever and stop/start lever are has. The driver, from the passenger trolley,
You have to reach out and operate these levers.

A drawback of these inventions is that it is difficult to operate the levers of these powered vehicles.

Another disadvantage of these inventions is that the resistance during turning becomes too large.

In these inventions, a bar at the front end of the passenger truck is connected to the rear end of the motorized vehicle by a vertical pin.

Where the curvature of the rail is O, that is, where it is a straight line, this may be sufficient. However, in places where the curvature is large or where the curvature changes, a connecting structure with only one tube that can bend in the left-right direction cannot be used.

This will be explained in detail with reference to FIG.

Assume that a motor vehicle S and a passenger trolley T are mounted on V-/R.

The power vehicle S has upper and lower wheels that cannot be turned at points A and B. The passenger trolley T has upper and lower wheels that cannot be turned at points D and E. The upper and lower wheels sandwich the rail R from above and below.

These wheels are the same even if they are convertible. A
, B, D, and E, since the midpoint of the wheels is at the midpoint of these vehicles, R) v R passes through the midpoints of these vehicles.

Let the connection point be C. C must be an extension of AB and an extension of DE.

Let AB=a, BC=b, CD=c, and DE=d.

At point 0, it deviates to the left and right from Leh/l/R. Let the amount of deviation be Δ. The curvature of the rail H at the power vehicle S is assumed to be η1, and the curvature at the passenger trolley T is assumed to be η2.

Thinking from the perspective of a motor vehicle. A, B, and C are on a straight line.

At point B, the angle between the straight line ABC and the rail is aη1/2
It is. The amount of deviation Δ1 of the 0 point from the rail l must be aηl Δ, : btan −(11).

From the perspective of the passenger trolley T, the rail at point D and the straight line O
Since the angle formed by DE is dη2/2, the amount of deviation Δ2 from the zero point rail must be.

Since the 0 point is one point, Δ1 = Δ
2(3) Must be. However, this does not always hold true. In terms of approximate expression, aby), = cdη2 (4)
Equation (3) holds true only when .

In order for equation (4) to hold true, the linear ray/l/(η1=
η2=0).

However, rails cannot always be straight. Since single-track transport vehicles are used on sloping terrain such as mandarin orange mountains, the rails are always curved.

However, the curvatures η1 and η2 of the power vehicle S and the passenger trolley T
If they are equal, then if the positions of the wheels are determined so that ab = cd (5), then equation (4) holds true.

However, since the curvature η changes, η1, η2
cannot always be the same.

In this case, Δ1 and Δ2 are different.

Therefore, it can be seen that power vehicles and passenger trolleys with only one pin connection can only be used on straight rails.

These obvious shortcomings should be readily apparent through experimentation. However, as mentioned above, since no one can ride on a single-gauge transport vehicle, it is considered that the invention is still at a pre-experimental stage. You can't make huge investments if there's no market.

It is only in recent years that the Ministry of Agriculture, Forestry and Fisheries has begun to lift the ban, and the ban on riding has not yet been lifted.

The present inventor made two inventions regarding passenger carts for single-gauge transport vehicles without knowing the above-mentioned inventions. Patent application 1986-1668
No. 48 (filed on September 9, 1981), patent application 1982-16
No. 6844 (filed on September 9, 1982). These are still not publicly known.

In these inventions, when a new passenger trolley is installed, the seat tilts back and forth, so in order to adjust this, the angle of the seat can be changed while sitting on the seat.

The inventions of these earlier applications will be explained first.

FIG. 7 shows a side view of the single-rail transport vehicle according to the invention of the prior application. However, the figure does not have a seat angle adjustment mechanism. Although this is a novel point in the prior application, the present invention does not relate to the seat angle.

Other points are the same as those of the earlier application.

The power vehicle 201 and the passenger trolley 202 are connected by a connecting rod 216.

There is a bracket at the rear end of the power vehicle 201) 22L passenger trolley 20
There is a bracket 222 at the front end of the bracket 222, and these and the connecting rod 216 are connected by universal joints 223 and 224 so as to be freely movable left and right and downward.

The passenger body 219 of the passenger trolley 202 is fixed to the second part of the fixed vehicle frame 225. The passenger body 219 cannot be rotated horizontally, vertically, or vertically with respect to the fixed vehicle frame 225.

The orientation of the vehicle frame 225 is such that the upper and lower wheels 226 and 227 touch the rail at two points on the rail, and the direction is equal to the extension direction of these two contact points.

The same can be said about the orientation of the motor vehicle 201. ”
The direction of the motor vehicle is the extension of the two points where the second lower wheel touches point V4.

Single-rail transport vehicles are used in places with sharp curves and changes in slope, such as in mandarin orange orchards. This shows a 200# model, but it is intended to be used in mandarin orange orchards to transport mandarin oranges, fertilizer, etc.

As shown in FIG. 8, when the rail curves to the left and right by -1-T1, the positions of the brackets 221 and 222 are not parallel to the rail, but are bent vertically and horizontally.

Even with this discrepancy, the power vehicle 207 and the passenger trolley 2
02, requires universal joints 223 and 224 that can rotate vertically and horizontally.

FIG. 9 is an enlarged side view of only the connecting portion. FIG. 10 is a plan view.

That is not all. If the curvature of the rail is large, the length l of the connecting rod must also be quite long.

In FIG. 10, it is assumed that points D and E are the parts of the passenger trolley with wheels. It is assumed that C, and C2 are the front and rear ends of the connecting rod.

This is given the same reference numeral as in FIG.

The position of C1 is determined by the motor vehicle, and C2 is determined by the passenger trolley. When the rail 4 is strongly curved, the deflection angle θS of the connecting rod becomes large, as shown by the two-dot chain line. The same thing can be said not only for the left and right sides, but also for the top and bottom.

If the angle of deflection is large, this will act as a moment of lateral deflection with respect to the wheels, causing the passenger vehicle to sway significantly. This results in unstable driving and deepens the sense of anxiety among the passengers.

Therefore, the smaller θ is, the better.

However, if 0 is made smaller, the length ls of the connecting rod must become longer.

It might seem like just making the connecting rod longer, but that's not the case. A transmission switching lever 213 on the power vehicle 201,
The carrier must reach out from behind and move the stop/start lever 214 back and forth. If the connecting rod is lengthened, the distance between the power vehicle 201 and the passenger trolley 202 increases, making it difficult to reach the levers 213 and 214, resulting in poor operability.

In addition to the lateral sway during curves while driving, there were other factors that compromised safety. When getting on the passenger trolley 201, first place one foot on the step stool 240 in front.

The passenger trolley has a rear upper wheel 226 and a lower axle 227 (11
+) is supported to prevent vertical movement.

However, the step stool 240 has front and rear upper and lower wheels 226.22.
7, the force applied to the step stool 240 is many times greater (5 to 7 times) than the force applied to the step stool 226.22.
7 to rail 4. In other words, it is supported on one side.

The rail is a hollow rectangular pipe measuring 5Q vx x 5Q m, but it is not very sturdy. There is also backlash between the wheels and the rails.

For this reason, when a heavy person climbs onto the step stool 240, the step stool drops several centimeters and the passenger trolley 202
leans forward.

It is quite unstable. This also applies when descending. Even while running, the passenger trolley is a hassle when entering and exiting the board.

This is because the distance d between the front and rear wheels of the passenger trolley is narrow.

It seems that increasing the distance d between the front and rear wheels would be sufficient.

However, if you do this, the frame part of the vehicle chassis will become wider.
More materials are required, making the frame heavier. This is a waste.

2) Technical issues The following requirements are required for the passenger carriage of a single-gauge transport vehicle on which people are to ride.

fil The motorized vehicle can be started and stopped by the transporter's operation.

If the power car is nearby, you can easily operate the lever of the power car by reaching out.

In other words, it has good operability.

(2) The step stool does not sway and sink when entering or exiting the vehicle. Also, the passenger trolley should be prevented from shaking too much horizontally or vertically when turning a curve or changing its curvature in the vertical direction.

In other words, it has good stability.

(3) The trolley on which the driver rides must be equipped with an independent brake, separate from the motor vehicle's braking device.

Even if the vehicle runs out of control, it can be stopped by the driver's operation.

(4) It is also important that it is inexpensive. Since a passenger trolley is added, it is more expensive than the conventional model, but if it is expensive, it will not sell. It is necessary to make it as cheap as possible.

(5) It is also important to be light. In the case of non-passenger mole rails, the inventor uses a 100CC two-stroke engine for 200 to 9 loads. It is widely used in other industrial fields, is easily available, and is cheap. The increased overall weight would require the use of a 175CC engine. This is expensive, requires great physical strength to start, and is inconvenient for women, women, and the elderly.

(3) In order to meet the requirements for structural stability, operability, light weight, and low cost of the invention,
The passenger trolley of the present invention has the following configuration.

(1) Rather than solidifying the body of the passenger trolley and the vehicle frame,
The connection between the two can be moved horizontally, vertically, and vertically. In other words, a passenger trolley is its traveling device (for simplicity, it is called a vehicle rack)
Make one unsupportable.

(2) The passenger trolley is supported by both its own vehicle frame and the vehicle frame of the power vehicle.

r9n) For this reason, the connecting rod does not have two universal joints, but
It should have only one universal joint, and the connecting rod should be short.

In this way, the center of gravity when a person gets on and off the train will be
It will be located near the center of the chassis of a power vehicle and the chassis of a passenger trolley, and will exist in the most stable area.

Since there is only one universal joint in the horizontal, vertical, and vertical directions, the step stool will not descend even when the load is applied.

(3) Conventionally, carts have had two racks, front and rear.

In the present invention, the front vehicle frame is omitted. Connect the front end of the truck to the passenger truck using a short connecting rod. The load on the front half of the truck is supported by the passenger truck.

(4) Operate the emergency brake installed on the passenger trolley using the handbrake method.

(5) It is even better if a constant speed brake is added.

Φ) Embodiment FIG. 1 is a side view of a single-rail transport vehicle according to an embodiment of the present invention.

(U) The single-track transport vehicle consists of a power vehicle 1, a passenger trolley 2, and a loading trolley 3.
It is made by connecting. The small rail that supports these consists of a rail (v4) with a square cross section, a rack 5 welded to the side surface, and a support 6 that supports the rail 4 on the ground.

The power vehicle 1 is for towing the entire transport vehicle.

The power vehicle 1 has a vehicle body 7 that can be made of aluminum alloy or cast iron.
An upper wheel 8 and a lower axle 9 are attached via the axle. The power vehicle 1 further includes a fuel tank 10, an engine 11, and other power sources. Power is centrifugal clutch 1
2. It is transmitted from a pulley, a belt, etc. to the drive pinion 18 through a reduction gear train.

By switching the gear train, it is possible to move forward or backward. This is done by the mission switching lever 13.

By operating the stop/start lever 14, the stop brake is activated or released.

A constant speed brake 15 provided on the side of the vehicle body 7 prevents the vehicle from driving out of control due to excessive speed when exiting the vehicle. Stop L
The brake is linked to the stop/start lever 14, and the pinion 1
The power transmission mechanism connected to 8 can be stopped. The stop brake is on the opposite side of pinion 18. It does not appear in the diagram.

The emergency stop L brake is activated in the event of an abnormality in which the vehicle speeds up too much when exiting the vehicle, and automatically stops the power vehicle.

The emergency stop brake is on the opposite side and does not appear in the diagram.

In this way, the motor vehicle 1 includes a power mechanism and a braking mechanism. The braking mechanism consists of three brakes: a stop brake, an emergency stop 1-brake, and a constant speed brake.

Such a motor vehicle has been manufactured by the present inventor for some time.

The cart 3 is used to carry luggage. The motor vehicle 1, the passenger truck 2, and the truck 3 are connected by connecting rods 16, 17.

The loading truck 3 has a wide loading platform 20 supported by a rack 21 provided in the rear half.This is a characteristic feature of the truck 3, in which the rack in the front half is omitted.

The vehicle frame 21 has two upper wheels 22 and two lower axles 23 attached to a frame made of aluminum alloy, cast iron, or the like via the wheels. The vehicle rack 21 is connected to the loading platform 20 so that it can be turned left, right, up and down. Even if the rail 7+/4 curves vertically or horizontally, the carriage 21 can turn and follow the curve of the rail. A short connecting rod 17 at the front end of the truck 3 is connected to the passenger truck 2 by a joint 43 that can move horizontally and vertically. It can rotate left and right and move up and down, but its degrees of freedom are l, not 2. The load of the truck 3 is supported by the vehicle rack 25 of the passenger truck 2 and the vehicle rack 21 of the truck 3 in cooperation.

Luggage laterals 24 and 24 are erected at the front and rear of the cart 3. If necessary, you can also set the measurement method horizontally.

The passenger trolley 2 is supported by a vehicle frame 25 with respect to the rail/I/4. The vehicle frame 25 is made of aluminum, aluminum alloy, cast iron, or the like.

The vehicle frame 25 is rotatably provided with an upper wheel 26 and a lower axle 27 that sandwich the rail 4 from above and below.

Since there is one upper wheel 26 and one lower axle 27 at the front and rear, there are a total of four wheels that support the vehicle frame 25 against the rail w4.

An emergency brake 28 and a driven pinion 29 on the opposite side are fixed to the front one of the lower axles. The driven pinion 29 is shown in FIG.
It meshes with the. When the emergency brake 28 is actuated, the lower axle is stopped and the driven pinion 29 is stopped, which is engaged with the rack 4, so the passenger trolley 2 is stopped.

The vehicle frame 25 and the main body 19 of the passenger car are not integrally fixed as in the case shown in FIG. The passenger body 19 is supported by the horizontally and vertically movable joint 42 with respect to the vehicle frame 25 so as to be freely movable in the horizontal and vertical directions.

However, the riding body 19 is connected to the motor vehicle 1 by a short connecting rod 16 at the front end. The vertical position of the passenger body is also determined by the power vehicle 1. A passenger body 19 is cooperatively supported by the power vehicle 1 and its own vehicle frame 25.

This is one of the important features of the present invention.

A seat 32 is provided on the passenger body 19, and a driver's cab handrail 38 is provided in front of the seat 32. Below the handrail 38 is a step stool 41
I'm here in summer.

The seat 32 has a horizontal board and a back board. The driver is seat 32
sit down and place your feet on the step stool 41 below the driver's cab handrail 38. Hold the cab handrail 38 with both hands.

In this example, the angle of the seat 32 is changed by replacing the rear pin 40 of the rotatable adjustable seat support rod 39 with the appropriate pin hole 40'.

The braking device for the passenger trolley 2 will be explained.

Power vehicle 1 had three braking devices: a constant speed brake, a stop brake, and an emergency stop brake. This alone is sufficient, but since a new passenger trolley 2 is added, it is conceivable that the existing braking force of the motor vehicle is insufficient.

Therefore, in this device, the passenger trolley 2 is provided with a manual emergency brake 28 and a constant speed brake 30.

The manual emergency brake 28 will be explained.

A pull-up handbrake lever 33 is provided below the side of the seat 32 so as to be rotatable in the -up and down direction. A handbrake wire cape (v34) extends from the handbrake lever 33, and the other end is connected to the emergency brake 2.
It is connected to 8. A ratchet 35 is fixedly installed around the fulcrum of the handbrake lever 33. When the handbrake lever 33 is pulled up, it is fixed in that position by the ratchet 35. When the lever button 33' is pressed, the handbrake lever 33 is released from the ratchet and can be returned to its original position. A limit switch 36 is provided adjacent to the handbrake lever 33. Lever 33
When pulled up, the limit switch 36 is actuated by the lever. The on/off signal from the switch 36 is transmitted through an engine stop cord 37 to stop the engine 11 of the power vehicle 1.

After the engine stops, the emergency brake 28 starts to apply, the pinion 29 stops, and a braking force is generated on the passenger trolley 2. In this way, the entire transport vehicle is stopped.

The manual emergency brake 28 and constant speed brake 30 provided on the vehicle frame 25 will be explained in more detail with reference to FIG. 2. In FIG.
It is a sectional view taken along a line connecting the centers of the axes of the vehicle, and also partially shows the upper wheel. This is a cross section along a vertical line.

The vehicle frame 25 has an upper wheel 53 fixed to a frame 50 and a lower axle also fixed, but the lower axle at the front is attached to a pinion shaft 52.
It becomes 1. Bearing 56.5 in speed increasing gear box 31
It is rotatably supported by 8.

Three of the four axles are fixed, but only the pinion shaft 52 rotates together with the driven pinion 29.

The driven pinion 29 meshes with the rack 5.

In this case, the lower axle 27 has a driven road width of 51,
It is rotatably provided with respect to the pinion shaft 52 by a bearing 54 . The upper wheel 26 and the driven path width 51 sandwich the rail 4 from above and below.

The pinion shaft 52 and the driven pinion 29 are fixed together via a rotation prevention mechanism 55 such as a spline or serration.

An oil seal 57 seals the oil inside the speed increasing gear box 31.

On the outside of the speed increasing gear box 31, the pinion shaft 52 is supported by a bearing 59 and sealed with oil.

A manual brake drum 60 is fixed to the opposite side of the pinion shaft 52 from the driven pinion 29.

Nemo, serrations, splines, etc. are cut here and connected to prevent rotation.

The pinion shaft 5 is fixed by the washer 62, bolt 63, etc.
At the end of 2, a manual brake drum 60 is fixed.

A manual brake shoe 61 is provided near the inner peripheral surface of the manual brake drum 60. The manual brake shoe 61 is normally retracted by a spring (not shown).

However, when the handbrake wire table 34 is pulled, the manual brake shoe 61 expands and strongly presses the inner peripheral surface of the manual brake drum 60. Therefore, the manual brake drum 60 stops, the pinion shaft 52 stops, and
The driven pinion 29 stops. This causes the entire passenger trolley 2 to stop.

The manual brake drum 60 and the manual brake shoe 61 are
An emergency brake 28 is configured. Duo-off user brakes are used here. Diameter expansion and diameter reduction mechanisms are omitted from illustration. The cover 67 is fixed to the speed increasing gear box 31 with bolts 68.

The other end of the pinion shaft 52 connects the inner ring of the bearing 54 to the retaining ring 6.
4. It was fixed with washers 65 and bolts 66.

The above is about emergency braking. pinion 2
Since the brake drum 9 and the brake drum 60 are coaxial, the brake is effective. However, instead of making them coaxial, the two may be connected via a deceleration or speed increase mechanism.

A constant speed brake is a braking device that prevents the vehicle from accelerating and driving out of control when dismounting, and is intended to keep the speed constant. For this reason, brake shoes with increased speed and increased centrifugal force are used.

The speed increasing mechanism will be explained.

A pinion large gear 70 is fixed to the pinion shaft 52. Above it, a short first speed increasing shaft 71 has a bearing 74 .
75, it is rotatably provided with respect to the speed increasing gear box 31.

A first small gear 72 that meshes with the aforementioned pinion large gear 70 and a second large gear 73 are fixed to the first additional shaft 71 .

The second speed increasing shaft 76 is connected to the bearing γ9 of the first speed increasing shaft 71.
80, it is rotatably attached to the speed increasing gear box 31.

A second small gear 77 that meshes with the second large gear 73 and an eighth large gear 78 are fixed to the second speed increasing shaft 76 .

A speed increasing gear 90 having a smaller diameter meshes with the third large gear γ8. This is fixed to one end of the constant speed brake shaft 91.

The constant speed brake shaft 91 is supported in a through hole of the constant speed brake drum 95 by bearings 92,93. 89 is an oil seal.

Constant speed brake drum 95 is fixed to frame 50.

A constant speed brake shoe 94 is fixed to the constant speed brake shaft 91. The constant speed brake shoes 94 are expanded by centrifugal force and come into sliding contact with the inner peripheral surface of the constant speed brake drum 95.

Since a frictional force is generated thereby, the constant speed brake shoe 94 cannot rotate at a higher speed.

Therefore, even when dismounting, the vehicle can disembark at a constant speed without running out of control.

The constant speed brake is effective at around 1,200 revolutions per minute and prevents the engine from rotating any faster than this. Constant speed brake shaft 9
In order to make the rotation of 1 to this value, a speed increasing mechanism is required, and the gear train in the speed increasing gear box 31 is responsible for the speed increasing function.

A cooling fan 96 is attached to the outer end of the constant speed brake shaft 91. This forces air into the constant speed brake shoe 9
4 to dissipate the heat generated by friction.

A cover 91 surrounds the cooling fan 96.

The side surface of the cover 97 has many holes for venting air.

99 is a bearing, and 100 is a nut that fixes the cooling fan 96 to the constant speed brake shaft 91.

Either the upper or upper wheels must be capable of eccentricity with respect to the rail.

Here, the center position of the upper wheel 53 is shifted between the small diameter portion 102 to be fixed to the frame 50 and the axle portion.

By rotating the adjustment plate 103 and rotating the upper wheel 53, the upper wheel 53 is vertically displaced. Adjust the backlash with the rail 4 appropriately and tighten the bolt 106.

Bearings 104, 105 support the upper wheel 26.

The frame 50 and the speed increasing gearbox 31 are integrally fixed by mounting bolts 107 and 108.

B) Vehicle frame structure The vehicle frame 25 of the passenger trolley is not fixed to the passenger body 19, but is connected by a joint 42 that can move horizontally and vertically.

This point is similar to the carriage 21.21 of the truck 3, except for the presence of a brake. Such a bond itself is known. The inventor calls it the Porgy complete traveling device. Originally based on the invention of the present inventor (Utility Model Act 57-5
6980).

FIG. 3 shows a cross-sectional view. This is a cross-sectional view taken through the center of the joint and the rear upper and upper wheels 26, 27 in FIG. The chassis 21 of the cart 3 also has the same structure.

On the lower surface of the seat plate 109 of the passenger body 19, a bracket 129 which is long in the front and rear direction and has a through hole 12B in the horizontal direction is provided.
It is fixed with bolts 131.

The horizontal conversion main shaft 123, which has cylindrical portions 127 at both ends, is inserted into the through hole 128 of the bracket 129 through the collar 130.
It is inserted into. The bottom plate 10 is
9 can swing vertically.

A large diameter portion 124, a medium diameter portion 118, and a small diameter portion 119 each having an axis in the vertical direction and whose diameter decreases in stages are formed on the lower surface of the horizontal conversion main shaft 123.

The frame 50 is integrally fixed to a horizontal upper frame plate 115 by mounting bolts 116.

-1-On the opposite side of the frame plate 115, the side frame plate 1
12 are fixed with bolts.

A through hole is bored in the center of the upper frame plate 115 in the vertical direction, and a thrust bearing 117 is attached to this hole. The small diameter portion 119 at the lower end of the horizontally converting main shaft 123 is inserted into the inner ring of the thrust bearing 117, and is fixed by the ball press plate 120, 121 and the press bolt 122.

The horizontal turning main shaft 123 can be turned freely in the horizontal direction with respect to the upper frame plate 115 by the action of the thrust bearing 117.

Between the frame 50 and the side frame plate 112, the horizontal -
L axle 139 is fixed.

The right end of the lower axle 139 becomes a female thread, and a presser ring 155,
It is fixed by bolts 156. A small diameter portion 153 passes through the side frame plate 112.

The lower axle 139 supports the upper wheel 26 by means of bearings 141.141.

A collar 157 positions the right bearing 141.

The lower axle 139 has a square portion 147 that is applied with a wrench from the left.
, a male threaded portion 146, a medium diameter portion 145, and a large diameter portion 144. The medium diameter portion 145 penetrates through holes 148 and 149 in the frame 50 and reinforcing bar 111. Male butterfly part 1
46, a washer 150 and a nut 15L152 are screwed together. When nuts 151 and 152 are tightened, washer 15
0 and the large diameter portion 144 are the frame 50 and the reinforcing bar 111.
Since the lower axle 139 is strongly pressed down, the lower axle 139 is firmly supported.

The lower axle 140 differs from the lower axle 139 in that the lower axle 140 is
, supported by a reinforcing bar 111.

The lower axle 140 has bearings 142, 142 which rotatably support the lower axle 27.

A retaining groove 168 is bored in the free end of the lower axle 140, and a retaining ring 169 is inserted into the retaining groove 168 to prevent the bearing 142 from slipping out.

The left end of the lower axle 140 has a square portion 162, followed by a male butterfly portion 161, a medium diameter portion 160, and a large diameter portion 159.

In the middle diameter portion 160, the frame 50 and the reinforcing bar 111
through the through holes 163 and 164. A washer 165 and nuts 166 and 167 are screwed onto the male butterfly portion 161. The frame 50 and reinforcing bar 111 are strongly pressed by the washer 165 and the large diameter portion 159.

The axes of the lower axle shaft 140 are different on the right and left sides of the large diameter portion 159. Therefore, when the lower axle 140 is rotated, the lower axle 27 is vertically displaced. Rail 4 and upper and lower wheels 26.2
Adjustment of backlash 7 is performed by adjusting the rotation of the lower axle. In this respect, it is the same as rotating the front wheel axle in Fig. 2 by rotating the eccentric plate, but since very large force is not applied to the upper wheel, the eccentric plate is not used and it is simply rotated. We are planning to tighten the rules.

A cover 113 is fixed to the lower end of the frame 50 with bolts 134 for safety.

(g) Structure of the connecting portion The structure of the connecting portion between the power vehicle 1 and the passenger trolley 2 and the connecting portion between the passenger trolley 2 and the cargo truck 3 is important in the present invention. The conditions are: (1) There must be only one mechanism that can rotate in the vertical, horizontal, and horizontal directions, and there must be no more than two.

(2) Vertical movement and left/right rotation mechanisms may be provided on either of the connecting rods.

(3) The connecting rod must be short.

etc. The structure, function, etc. of both connecting parts are the same.

First, as shown in FIGS. 4 to 6, the power vehicle 1 and the passenger trolley 2 are
The structure of the connecting part will be explained.

A threaded bracket 182 is rotatably supported at the rear end of a frame 180 of the power vehicle 1 by a connecting horizontal shaft 181.

The screw bracket is a T-shaped fitting with horizontal holes 18
3 is perforated. Insert the connecting horizontal shaft 181 into the horizontal hole 183. The connecting horizontal shaft 181 passes through the parallel plate portion of the frame 180, and is fixed by threaded portions at both ends by bolts 189.

A cylindrical neck portion 188 and a male thread 184 are formed at the upper center of the threaded bracket 182 .

The connecting rod 16 is welded 187 to the front end of the riding body 19 of the riding trolley 2 at its front and rear ends.

A vertical hole 185 is bored in the front end of the connecting rod 16.

The male thread 184 and circular neck portion 188 of the threaded bracket 182 are inserted into the vertical hole 185 of the connecting rod 16 from below, and the nut 186 is screwed into the male thread 184.

The connecting rod 16 can rotate in the left and right directions around the circular neck portion 188.

Since the threaded bracket (182) can rotate around the horizontal connecting shaft 181, the connecting rod 16 can rotate in the vertical direction.

The important thing is that there is only one mechanism that provides freedom of left and right rotation and up and down movement.

In the example shown in Figure 7, there were two degrees of freedom.

The reason why there should not be two degrees of freedom for vertical movement in the connecting part will be explained.

The vehicle main body 19 is supported by the vehicle frame 25 so as to be movable up and down in the left and right directions and by a joint 42 that is movable up and down. Therefore, the entire load of the passenger body 19 is not applied to the vehicle frame 25, but the load of the passenger body 19 is applied to the vehicle frame 25 of the passenger trolley 2.
and is supported by the motor vehicle 1.

If the connecting rod 16 has two degrees of freedom of rotation in the vertical direction, the motor vehicle 1 will not be able to support the load of the passenger body 19.

Therefore, there are no more than two degrees of freedom for rotation in the vertical direction.

Next, it will be explained that there must be one degree of freedom for rotation in the vertical direction in the connecting part.

The rail 4 has a portion that curves in the vertical direction.

At this time, the direction of the power vehicle 1 and the direction and height of the vehicle frame 25 that supports the passenger body 19 are different. For this reason, the passenger body 19
The vertical direction of the motor vehicle 1 must be different from the direction of the motor vehicle 1. Therefore, there must be one degree of freedom for rotation in the vertical direction.

A similar thing can be said about the degrees of freedom in the left and right directions.

The rail 4 has a curved portion to the left and right. For this reason,
The direction of the power vehicle 1 and the direction of the passenger car rack 25 are misaligned. The directional deviation is adjusted by a horizontally rotatable mechanism of a joint 42 of the vehicle frame 25 and the vehicle main body 19 that can move horizontally and vertically. However, in order to absorb the positional deviation, it is necessary that the connecting portion has one degree of freedom of rotation in the left and right direction.

This is clear from FIG.

We will explain why there should not be two degrees of freedom in left and right rotation. This is less clear than in the vertical direction.

If there are two degrees of freedom of rotation in the left and right directions at the connecting portion, the horizontal direction of the riding main body 19 cannot be determined.

The passenger body 19 can rotate in the left and right directions with respect to the vehicle frame 25. A connecting rod 17 that connects the passenger body 19 and the cart 3 is
Since it has two universal joints, this connecting rod 17 is
The orientation of the vehicle main body 19 is not determined.

Therefore, when the power vehicle 1 generates a force in the direction of braking the passenger truck 2 and the cargo truck 3, the passenger main body 19 turns sideways by the length of the connecting rod 16. Don't look forward.

Otherwise, a lateral rotational mode of vibration will occur,
The ride becomes uncomfortable.

After all, the degree of freedom of rotation in the vertical and horizontal directions in the connecting portion must be one.

However, the rotation axis does not have to be on the side of the power vehicle 1 as in this example.

The passenger trolley 2 may be provided with a vertical and horizontal rotation mechanism.

Either of the rotating mechanisms may be provided on both the passenger trolley 2 and the power vehicle 1.

The structure of the connection between the passenger truck 2 and the cargo truck 3 is shown in Figures 11 and 1.
This will be explained using Figure 2.

FIG. 11 is a partial bottom view, and FIG. 12 is a vertical cross-sectional rear view. The passenger main body 19 and the front end of the truck 3 lacking a front vehicle frame are connected to a short connecting rod 17 and one degree of freedom of rotation in the left and right direction.
They are connected by a horizontally downwardly movable joint 43 which has one degree of freedom of rotation in the vertical direction.

The reason why the connecting rod 17 is short is as follows.

First, let me explain why it can be made shorter.

The cart 3 is supported by a vehicle frame 21 having two shafts at the rear that are rotatable in the right and left directions -L downward direction. This is exactly the same structure as explained in detail in FIG.

Therefore, even if the rails are curved in the horizontal and vertical directions, the direction of the front end of the cart 3 can be arbitrarily determined completely independent of the direction of the rear vehicle frame 21.

Therefore, it can always be located immediately behind the vehicle main body 19.

Therefore, the connecting rod can be shortened.

In the example shown in FIG. 7, carts having two vehicle racks (traveling devices) are connected. In this case, the eighth
As explained in the figure, the deviations Δ1 and Δ2 at the curved part of the rail
There is a difference between the rear end of the passenger trolley and the front end of the cargo trolley. Therefore, long connecting rods had to be used.

Next, I will explain why it has to be short.

The connecting rod 17, like the connecting rod 16, transmits not only tensile forces but also bending moments.

Supports the load of the front half of the truck. This acts on the connecting rod 17 as a bending moment in the vertical direction.

This is different from conventional connecting rods.

Must withstand large bending moments.

Therefore, the connecting rod 17 must be thick or short in the vertical direction. Either path is fine, but it is better to keep it short.

Bending moment is proportional to length, and member strength is proportional to section modulus. The section modulus is proportional to the square of the thickness t of the member. Then, (L/l) must be within a certain range. Increasing the thickness is effective, but reducing the length can save weight.

However, as can be seen from the above equation, even if the length L is somewhat long, it does not matter as long as the thickness t is large.

In this way, it is possible to say that the connecting rod is short,
I find that shorter is better.

A pair of horizontal bearings 44, 44 are screwed onto the bottom plate 109 of the main body 19 of the passenger trolley 2.

A horizontal hole 84 is bored in the horizontal bearing 44.

A T sub-shaft 45 whose both ends are cylindrical end portions 83 that fit into a horizontal hole 84 is rotatably supported by a horizontal bearing 44 .

Above the T sub-shaft 45, there is a circular large diameter part 46 and a small diameter part 48.
, a male butterfly portion 49 is formed.

A vertical hole 47 is bored in the front end of the connecting rod 17.

Insert the male wing part 49 and small diameter part 48 of the T subshaft 45 into the vertical hole 47 of the connecting rod 17. The small diameter portion 48 fits into the vertical hole 47. Insert the washer 86 and nut 85 into the male thread 49 and tighten the nut 85.

The T sub-shaft 45 can rotate around a horizontal horizontal axis. The connecting rod 17 can pivot around a longitudinally small diameter section 48 .

Therefore, the connecting rod 17 can rotate in the left-right direction and the vertical direction with respect to the bottom plate 109 of the riding main body 19.

The two rotation mechanisms may be provided on the cart, or may be provided one each for the passenger body and the cart.

(J) Effects (1) A passenger trolley is connected to a single-rail transport vehicle, which was previously not designed for people to ride on, so agricultural work can be done more efficiently and with less fatigue.

(2) Since the passenger main body 19 of the passenger trolley 2 is supported by the power vehicle 1 and the vehicle frame 25, it is in a state of being held on both sides and has high stability. Even when stepping onto the step stool 41, the step stool 41 does not descend.

Even while driving, there is less vertical vibration, making it safer.

(3) Since the passenger body 19 of the passenger trolley 20 faces the direction of the power vehicle 1, it always faces forward. In the case of the example shown in FIG. 10, if ls is short, the deflection angle O8 of the connecting rod may become quite large. There are some strong curves where the radius of curvature of the rail is about 4m, but in this case O8 could be about 60°.

However, in the case of the present invention, as shown in FIG.
No matter how short the length 18 of the connecting rod is, the deflection angle θ8 is only 7 to 8 degrees at most.

Therefore, the connecting rod can be shortened.

Since the power vehicle 1 can be connected near the passenger trolley 20, the transmission switching lever 13 and stop/start lever 14 of the power vehicle 1 can be easily operated by reaching out.

In other words, operability is improved.

(4) The passenger trolley 2 is also equipped with an emergency brake 28, so if the vehicle speeds up too much, the side brake lever 3
You can pull 3 and stop it. It can prevent runaway behavior and improve safety.

(5) Furthermore, if the passenger trolley 2 is also provided with a constant speed brake, it is possible to prevent the vehicle from running out of control when dismounting.

(6) Constant-speed brakes are also provided on power vehicles, but if they are also provided on passenger trolleys, the braking force will be sufficient.

When disembarking, you can leave the engine off and run using gravity. You can save fuel.

Previously, the engine brake was used to get off the train, so
Even when dismounting, fuel was consumed.

(7) Since one traveling device for the cart is omitted, the cost is reduced. The fact that it is inexpensive is important for its widespread use.

(3) It becomes lighter for the same reason.

Because it is light, you can use a popular 100cc 2-stroke engine. This is an easily available and inexpensive engine. Also, when starting the engine, pull the wire strongly to start the engine (recoil starter, there is no starter force), but in the case of a 175 cc engine, it is impossible for a woman, woman, or elderly person to do so. Even women and girls can start a conventional 100CC engine.

[Brief explanation of drawings]

FIG. 1 is a side view of a single-rail transport vehicle in which a passenger vehicle according to an embodiment of the present invention is connected between a power vehicle and a cargo vehicle. FIG. 2 is a cross-sectional view showing the braking device (emergency brake, constant speed brake) of the vehicle frame of the passenger trolley. FIG. 3 is a sectional view showing the structure of a joint that can move left and right and up and down, and upper and lower axles in the chassis of a passenger trolley. FIG. 4 is a side view of the connecting portion between the motor vehicle and the passenger body. FIG. 5 is a plan view of the connecting portion between the motor vehicle and the passenger body. Figure 6 is a rear view of only the connecting part of the motor vehicle. Figure 7 shows the inventor's unpublished earlier application (Japanese Patent Application No. 58-166).
843, Japanese Patent Application No. 58-166844) is a side view of a power vehicle and a passenger trolley to show that the chassis and main body of the passenger trolley of the single-gauge transport vehicle are integrated. Figure 8 shows Japanese Patent Application Laid-Open No. 52-22212,
FIG. 3 is a schematic plan view for explaining the misalignment of the connecting portion between the power vehicle and the passenger trolley of the No. 218 single-rail transport vehicle. FIG. 9 is a side view of a connecting portion between a power vehicle and a passenger trolley in the invention of the prior application of the present inventor. FIG. 1O is a plan view of a connecting portion between a power vehicle and a passenger trolley in the invention of the prior application of the present inventor. FIG. 11 is a partial plan view of the connecting portion between the passenger body and the truck. FIG. 12 is a rear view of the connecting portion between the passenger body and the truck.

Claims (5)

[Claims] (1) Front and rear upper wheels 26 and lower wheels 27 that sandwich the rail 4 from above and below, a vehicle frame 25 that rotatably supports the upper wheels 26 and lower wheels 27, and a joint above the vehicle frame 25 that can move horizontally and vertically. 42, the passenger body 19 is supported so as to be rotatable in the horizontal and vertical directions, a seat 32 is provided on the passenger body 19 above the vehicle frame 25, and a step stool 41 is provided in front of the seat 32. , one of the lower axles constituting the vehicle frame 25 is a pinion shaft 52;
an emergency brake 28 comprising a driven pinion 29 that is fixed to the rail 4 and meshes with a rack 5 welded to the side of the rail 4; a manual brake drum 60 provided coaxially with the driven pinion 29 or via a deceleration/acceleration mechanism; brake 28
A rotatable handbrake lever 33 is provided on the side of the seat 32 to operate the vehicle, and a handbrake lever 33 is provided in front of the passenger body 19, and the motor vehicle has only one horizontal rotation mechanism and one vertical rotation mechanism. The passenger body of the passenger trolley 2 includes a connecting rod 16 that connects the rear end of the passenger vehicle 1 and the passenger body 19, and one vehicle frame 21 in the rear half, and a joint 43 that can move horizontally and vertically at the front end. Connecting rod 1 connected to 19
7. A single-rail transport vehicle characterized by comprising a cart 3 having a carriage 3. (2) The horizontally and vertically movable joint 42 is connected to the passenger body 19.
two brackets 129 fixed to the lower bottom of the bottom plate 109 of the vehicle and having through holes 128 in the horizontal direction; and a horizontal direction turning main shaft 123 with the cylindrical parts 127 at both ends inserted into the through holes 128 of the brackets 129. A thrust bearing 117 having a vertical shaft is fixed to a through hole in an upper frame plate 115 forming the upper surface of the rack 25, and a small diameter portion 119 is fixed to the inner ring of the thrust bearing 117 and fixed to the lower surface of the horizontal conversion main shaft 123. A single-rail transport vehicle according to claim (1). (3) a speed increasing mechanism that speeds up the rotation of the pinion shaft 52, a constant speed brake shaft 91 provided at the terminal end of the speed increasing mechanism, and a constant speed brake shoe 94 fixed to the constant speed brake shaft 91;
A constant speed brake 30 consisting of a cooling fan 96 and a constant speed brake shoe 94 surrounding the constant speed brake shoe 94 and fixed directly or indirectly to the frame 50 is attached to the passenger trolley 2.
A single-rail transport vehicle according to claim (1) or (2). (4) A limit switch 36 for stopping the engine 11 of the power vehicle 1 is provided close to the handbrake lever 33, and is activated by pulling up the handbrake 33, and the signal of the limit switch 36 is an engine stop code. Engine 11 of power vehicle 1 by 37
Claims (1) to ()
Single-rail transport vehicle according to any of paragraph 3). (5) The single-rail transport vehicle according to claims (1) to (4), wherein a driver's cab handrail 38 is provided in front of the passenger body 19.